Abstract: A hybrid powertrain system includes reciprocating free-piston internal combustion engines, each including a linear alternator device configured to generate electric power. A control module determines mechanical and electrical power demands responsive to an operator torque request and a state of charge of an energy storage device. The control module operates the torque machine to generate an output torque responsive to the mechanical power demands and operates the reciprocating free-piston internal combustion engines to generate electric power responsive to the electrical power demands.

Abstract: A powertrain is provided having an engine operable in a reverse direction so that a reverse mode is provided through an electrically variable transmission without relying on pure electric or series electric operation, and without the addition of a dedicated reverse gear. A method of controlling such a powertrain is also provided.

Abstract: A hybrid powertrain system includes reciprocating free-piston internal combustion engines, each including a linear alternator device configured to generate electric power. A control module determines mechanical and electrical power demands responsive to an operator torque request and a state of charge of an energy storage device. The control module operates the torque machine to generate an output torque responsive to the mechanical power demands and operates the reciprocating free-piston internal combustion engines to generate electric power responsive to the electrical power demands.

Abstract: A method to control combustion in an HCCI engine, to mitigate effects of combustion chamber deposits is detailed. The method comprises applying a specific surface coating to a combustion chamber surface. The surface coating has thermal properties substantially similar to the combustion chamber deposits. The thermal properties preferably include a) thermal conductivity, b) heat capacity, and c) thermal diffusivity. Applying a surface coating results in a reduction of combustion variability due to variation in combustion chamber deposits, and an improvement on combustion stability at low loads due to reduced heat loss. A preferred thermally insulating surface coating includes thermal parameters of a heat capacity in a range of 0.03×106 J/m3-K to 2.0×106 J/m3-K; a thermal conductivity in a range of 0.25 W/m-K to 2.5 W/m-K; and, a thermal diffusivity in a range of 1×10?7 m2/s to 8×10?6 m2/s.

Abstract: A fuel injector has a spray nozzle with a plurality of spray discharge orifices, each of which has an elongated cross-section having a major axis orientable to a center electrode of a spark plug in the combustion chamber.

Abstract: A method to dynamically determine a parametric value for combustion chamber deposits (CCD), e.g. in a controlled auto-ignition engine, including in-situ evaluation of thickness of CCD, based on a sensor which monitors combustion in a homogeneous charge compression ignition engine. It includes a temperature sensor operative to monitor the combustion chamber, and a CCD parameter that is based upon a peak combustion temperature measured at a crank angle. A CCD parameter can also be determined utilizing an in-cylinder pressure monitor, wherein a combustion chamber deposit parameter is based upon crank angle location of a peak in-cylinder pressure parameter.

Abstract: A power system includes a device configured to store pressurized fuel. An air motor having an air motor output member is in fluid communication with the storage device, and is configured to transfer the mechanical energy of the fuel to the air motor output member. A chemical energy conversion system is in fluid communication with the air motor to receive fuel therefrom. The chemical energy conversion system is configured to convert the chemical energy of the fuel to another form of energy, such as mechanical energy or electrical energy.

Abstract: A powertrain is provided having an engine operable in a reverse direction so that a reverse mode is provided through an electrically variable transmission without relying on pure electric or series electric operation, and without the addition of a dedicated reverse gear. A method of controlling such a powertrain is also provided.

Abstract: A fuel injector has a spray nozzle with a plurality of spray discharge orifices, each of which has an elongated cross-section having a major axis orientable to a center electrode of a spark plug in the combustion chamber.

Abstract: The invention comprises an engine system that is selectively operative in an auto-ignition combustion mode. A control module monitors engine operating states and control engine operation. A control subsystem controls engine operation based upon the monitored engine operating states. The control subsystem operates the engine in the auto-ignition combustion mode, and determines an effective temperature of the cylinder structure of the internal combustion engine based upon the engine operating conditions. An engine operating point is determined. A feed-forward control scheme is executed based upon the effective temperature of the cylinder structure and the engine operating point. The effective temperature of the cylinder structure is determined by monitoring engine power for an elapsed period of time.

Abstract: A method to dynamically determine a parametric value for combustion chamber deposits (CCD), e.g. in a controlled auto-ignition engine, including in-situ evaluation of thickness of CCD, based on a sensor which monitors combustion in a homogeneous charge compression ignition engine. It includes a temperature sensor operative to monitor the combustion chamber, and a CCD parameter that is based upon a peak combustion temperature measured at a crank angle. A CCD parameter can also be determined utilizing an in-cylinder pressure monitor, wherein a combustion chamber deposit parameter is based upon crank angle location of a peak in-cylinder pressure parameter.

Abstract: A control system and method to dynamically determine a parametric value for combustion chamber deposits (CCD), e.g. in a controlled auto-ignition engine, including in-situ evaluation of thickness of CCD, based on a sensor which monitors combustion. It includes a temperature sensor operative to monitor the combustion chamber, and a CCD parameter that is based upon a peak combustion temperature measured at a crank angle. A CCD parameter can also be determined utilizing an in-cylinder pressure monitor, wherein a combustion chamber deposit parameter is based upon crank angle location of a peak in-cylinder pressure parameter.

Abstract: A method and apparatus for controlling engine operation to compensate for effects of combustion chamber deposits (CCDs) on combustion in a controlled auto-ignition engine is presented. Control methodologies comprise operation of variable valve actuation, fuel injection, spark timing, and intake air and coolant temperature to dynamically compensate for the effect of CCDs. A sensitivity to core gas temperature and chamber wall thermal conditions is shown, which is correlatable to in-cylinder CCD formation. Intake charge or coolant temperature control can be used to compensate for CCD effects. An engine control scheme relies upon a parametric input that quantifies instantaneous CCD formation in the combustion chamber. The result is further applicable to control pre-ignition in a conventional spark-ignition engine.

Abstract: Electro-hydraulic engine valve actuation system providing an actuator and an actuator control system. The actuator includes primary and secondary actuation chambers, defined by a piston, connected to the engine valve, and characterized by increasing and correspondingly decreasing chamber volumes, as the piston is urged away from neutral position. A fluid inlet is connected to a flow control valve. A control valve includes an actuator, and has flow states for controlling flow between two fluid inlets and a fluid outlet. The control valve includes first and second opposed, control chambers, each connected to the actuator. There is a spring in the second control chamber. The actuator of the flow control valve is controlled to a first and second state, and there is an electrically uncontrolled third flow state. There is a pair of temperature-compensated orifices which create internal feedback, with the control chambers, between the engine valve motion and the control valve position.

Abstract: Combinations of split and valved exhaust ports are provided in a ported two cycle engine with divided emission control system to provide better control of the division of exhaust gas flow to the two converters.

Abstract: A two cycle engine wherein the scavenging gas is heated at low loads to improve scavenging. The gas may be heated by passage through finned passages in heat exchange relation with the exhaust ports with valves to direct the flow through unheated passages during higher load operation.

Abstract: An engine with a cylinder inlet port controlled by a poppet valve has a flow directing vane on a shaft aligned with the valve stem upstream in the direction of flow. The vane is movable between a position aligned with the valve stem in which free flow is allowed and an angled position of less than 90.degree. to one side of the port whereby maximum charge swirl is obtained in the cylinder.

Abstract: Modulated tuning intake systems for multi-cylinder internal combustion engines are described wherein dual plenums are each connected to essentially half the engine cylinders and tuned to provide enhanced charging efficiency in a predetermined, normally lower, range of engine speeds. A controlled valved connector or tube is provided between the plenums to effectively modify or eliminate their separate character by joining them at other selected engine speeds, such as the middle and higher speed ranges, thus providing enhanced charging efficiency at these speeds and obtaining improved volumetric cylinder charging efficiency over all, or a major portion, of the engine operating speed range.

Abstract: The pressure of the air delivered to an internal combustion engine is measured by sensing the difference between the pressure in the inlet of the engine induction passage and the pressure in an accelerated air flow region of the engine induction passage when the engine throttle is closed.

Abstract: Where airflow through a system is subject to forward and reverse flow, the mass airflow rate is determined by providing two flow branches A and B meeting at a junction wherein the two branches carry different proportions of airflow in the forward and reverse directions and branch B carries a greater fraction of the airflow during reverse flow than during forward flow. An airflow sensor in each branch measures the airflow irrespective of flow direction to obtain mass flow rate signals R.sub.A and R.sub.B for branches A and B, respectively. The mass airflow rate m is calculated from the equation m=K.sub.A R.sub.A -K.sub.B R.sub.B where m, K.sub.A and K.sub.B are constants for a given apparatus which are determined by each sensor characteristic and the flow characteristics of the junction. The resultant mass flow rate signal m will have a positive or negative sign indicative of forward or reverse flow.